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normangerman wrote:I thought about using the old corridor, but the new one would alloow trains to move though faster and avoid heavy turns.

I understood that by your design. You can still get relatively fast corners from the Adelaide Gaol and under the West Parklands, but how fast do you want to go? Where are you going to have stations (West Terrace, Light Square, King William Street, Hindmarsh Square) so that we can get an idea of the speed?

The train would initially terminate in the City, but I haven't thought about expanding.

Whereabouts will the terminus be?

Cheers

Ho Really wrote:

normangerman wrote:I thought about using the old corridor, but the new one would alloow trains to move though faster and avoid heavy turns.

I understood that by your design. You can still get relatively fast corners from the Adelaide Gaol and under the West Parklands, but how fast do you want to go? Where are you going to have stations (West Terrace, Light Square, King William Street, Hindmarsh Square) so that we can get an idea of the speed?

Well, it would have to be over 80. In the city it would go slower, and the stops would be Light Square, City Central and Hindmarsh Square

Ho Really wrote:

The train would initially terminate in the City, but I haven't thought about expanding.

Whereabouts will the terminus be?

Cheers

Hindmarsh Square

I think for our inner metro bus services we should either...
A. get as many buses out of the cbd as possible by replacing them with trams and/or
B. ensure that all buses that run in the inner metro and the cbd are given their own lanes (like west lakes blvd) to speed up the trips in peak hour.

For our outer metro services either we....
A. have 2 major stations at our old city railway station for the north, and at keswick for the south and have train lines running through the city from the south to the north (and vice versa) stopping at both stations for possible transfer or
B. have a city loop service running around the perimeter of the cbd with the old railway station acting as a major change over station for all lines. With this idea there is no north-south follow through service like above, however all lines loop around the cbd perimeter and return back to where they started from.

These ideas will take full advantage of electrification (faster trains) and a much more regular service of id say 10-15mins.

Ill try and make some maps up of these ideas when I have time, but in the mean time feel free to add comments or say which one would be better etc etc.

i posted this in another thread but i think it is more at home here

this is an idea of what has been going on in my mind re PT around marion centre ... i only just discovered this place and felt obliged to share it.

I know it is simple but a tram running from Flinders Medical centre down Sturt Rd, Diagonal Rd, and onto Brighton Rd meeting up at the top of Jetty Rd seems like a winner to me.

Proposed Stations.
Flinders Medical Centre
End of the Tonsley Line (move the station down a bit)
Marion Rd (cnr sturt and marion)
Marion Shopping Centre
Marion Swimming Centre
Oaklands Park Interchange
Various stops down diagonal rd... to be decided...
aswel as a stop or 2 on brighton Rd perhaps. terminating (thats not the right word, but meets up with the Glenelg - Adelaide Line) at the top of Jetty Rd

May i hear your thoughts? criticism welcome

Looks good. Other ideas could have been running trams down Morphett Road (which would tie in better with the Depot) to MSC and Flinders, and extending the train lines across Sturt Road to FMC to create a joint Terminus (Tram and Train). Good to see imagination lives!

mite be better than disrupting traffic along brighton rd... i just like the idea of going from glenelg to maroin tho

Edit: or this


so it terminates at the grand like the current one does, i like this more... i should have been a map drawer i recon *shudders*

Sounds good to me!!!

how bout this... make a it a whole new line instead of going down jetty road.

It would travel past the brighton rd/jetty rd intersection... down tapleys hill rd, servicing Harbourtown and the holiday parks there, also the airport and all the way up to the city!
Dunno if that would work out.. but it just seems logical since alot of people think a tram servicing the airport is needed.

So in the end basically city >> Airport >>> Marion line

any thoughts?

The J7 pretty much travels that same route, and it doesn't have a lot of traffic. It does sound good in theory though.

yeah i was thinkin airport ... but i wasnt thinkin of town or harbourtown. they are bloody good additions IMO. where is Mr Conlon at now? lol

bmw boy wrote:...It would travel past the brighton rd/jetty rd intersection... down tapleys hill rd, servicing Harbourtown and the holiday parks there, also the airport and all the way up to the city! Dunno if that would work out.. but it just seems logical since alot of people think a tram servicing the airport is needed.

So in the end basically city >> Airport >>> Marion line

any thoughts?

I doubt you will ever see a tram line down Tapleys Hill Road past Harbour Town, etc. A tram to Henley Beach maybe. I see a tram line to the Airport as a last resort when they won't put in a light rail express service there from Adelaide station on North Terrace. I've discussed the corridor either in this thread or somewhere else on SA. Other alternatives for the tram line (not the express service) is down Henley Beach and Airport Roads or Richmond Road with an entry point to the Airport at Netley. Henley Beach Road would be the best patronised of the two. Also an entry at Netley would have security issues as it is not on the Terminal side.

Cheers

jimmy_2486 wrote:I think for our inner metro bus services we should either...
A. get as many buses out of the cbd as possible by replacing them with trams and/or
B. ensure that all buses that run in the inner metro and the cbd are given their own lanes (like west lakes blvd) to speed up the trips in peak hour.

For our outer metro services either we....
A. have 2 major stations at our old city railway station for the north, and at keswick for the south and have train lines running through the city from the south to the north (and vice versa) stopping at both stations for possible transfer or
B. have a city loop service running around the perimeter of the cbd with the old railway station acting as a major change over station for all lines. With this idea there is no north-south follow through service like above, however all lines loop around the cbd perimeter and return back to where they started from.

These ideas will take full advantage of electrification (faster trains) and a much more regular service of id say 10-15mins.

Ill try and make some maps up of these ideas when I have time, but in the mean time feel free to add comments or say which one would be better etc etc.

Ok well as promised here are some rough sketches of some good ways we could have rail coming into out CBD.

This is idea A....


This is idea B....


Obviously they are quite rough but u should get the picture. These pictures only shows how the trains in the cbd are going to travel, feel free to modify the paths or stations.

If an integrated city-wide train/tram network were to eventuate, its success would be best delivered with train services operating a city loop on the outer CBD fringe (Plan B) and tram services operate within the CBD core and inner suburbs with interchanges at train stations for express services to the centre (by express I mean 2 blocks lol) this would save having to run trams along West Tce for instance, which would be a traffic nightmare if reinstated.

Train stations I can see at Adelaide Railway Station, Frome Road (University Station), Wakefield/Hutt streets (City East), Glen Osmond/Unley Rds (Diagonal Station), Sir Lewis Cohen (City South) and Sir Donald Bradman roads (City West).

It's all fine and well having stations all around the CBD, but there isn't much point in building them in locations that they aren't going to be well used in. In idea A, only 2 of the 4 city stations would get decent patronage (unless the areas around other stations are promoted for extensive urban renewal and redevelopment), while in Idea B 2 would be well patronised, a third maybe, and the others receiving little use.

Another question, how would you operate trains around the loop and with what stopping and destination patterns? I'm yet to see anyone address this issue. Where would you build the tunnel entrances?

Also, why is everyone so obsessed with the loop idea?

AG wrote:so, why is everyone so obsessed with the loop idea?

I would say because it is more efficient (trains are not stopped with transadelaide staff standing around pretending to work between runs) and a straight through track that goes through central would be not so practical...

muzzamo wrote:

AG wrote:so, why is everyone so obsessed with the loop idea?

I would say because it is more efficient (trains are not stopped with transadelaide staff standing around pretending to work between runs) and a straight through track that goes through central would be not so practical...

Brisbane runs train services that run straight through the city skirting the western side of the CBD, yet more than 130000 commuters take the train. Yet you're telling me a straight line isn't practical?

I think you'll find that operations are a bit more complex than simply running a train around the loop and back out into the suburbs. In Melbourne, trains often make long pauses (often lasting around 5 minutes in some cases) at Flinders Street Station before/after moving around the loop for numerous reasons - to allow drivers to swap, to allow "breathers" in the timetable to compensate for late running, to allow for desto changes and in some cases emptying the trains. In Sydney, most trains pause at Central Station for long periods for similar reasons to that of Flinders Street.